Bicycle gearbox having segmented sprockets

ABSTRACT

A gearbox may include a drive spindle and several interconnected gear clusters arranged in a housing. A first of the gear clusters is coaxially fastened to the spindle, and has an outboard gear and an inboard gear. The first gear cluster drives a chain to operate one or more of the other gear clusters, and the inboard gear is physically divided into a plurality of segments. A shifting system for the gearbox includes an actuator configured to urge the segments of the inboard gear of the first gear cluster into and out of the plane of the chain, such that a gear ratio of the gearbox is changeable without displacing the chain out of the plane.

CROSS-REFERENCES

This application claims the benefit under 35 U.S.C. § 119(e) of thepriority of U.S. Provisional Patent Application Ser. No. 62/805,746,filed Feb. 14, 2019, U.S. Provisional Patent Application Ser. No.62/963,064, filed Jan. 19, 2020, and U.S. Provisional Patent ApplicationSer. No. 62/963,063, filed Jan. 19, 2020, the entireties of which arehereby incorporated by reference for all purposes.

FIELD

This disclosure relates to systems and methods for shifting gears on abicycle or other geared vehicle. More specifically, this disclosurerelates to gearboxes for electric bicycles and the like.

INTRODUCTION

A bicycle drivetrain transmits power from a rider of a bicycle to thebicycle's wheels. The drivetrain typically includes two pedals attachedto respective crankarms on opposing sides of the bicycle frame. Thepedals are rotationally coupled to a gearing system, which typically hasa plurality of different gear ratios and a mechanism for shifting gearsto effect a desired gear ratio. On a bicycle having a gearbox, thegearing system is at least partially enclosed in a gearbox disposed onand/or incorporated into the bicycle frame. An advantage of the gearboxconcept is that the gearing system within the box may be protected fromexposure to dirt and moisture, as well as from damaging impacts. Anotheradvantage is that the gearbox is suitable for mounting on the bicycleframe adjacent the crankarms, where the weight of the gearbox has alower impact on bicycle handling than it typically would if the gearboxwere mounted elsewhere (e.g., further from the bicycle center ofgravity). Further advancements in bicycle gearbox technology aredesirable.

SUMMARY

The present disclosure provides systems, apparatuses, and methodsrelating to a gearbox having segmented sprocket clusters.

In some embodiments, a gearbox for a vehicle may include: a drivespindle; a layshaft spaced from and parallel to the spindle; a firstgear cluster coaxially fastened to one of the spindle or the layshaftand rotatable therewith, the first gear cluster including an outboardgear and an inboard gear, wherein the inboard gear is physically dividedinto a plurality of segments; a second gear cluster coaxially fastenedto the other of the spindle or the layshaft and rotatable therewith, thesecond gear cluster having one or more gears; a continuous chaincoupling the first gear cluster to the second gear cluster, such thatthe chain defines a plane, wherein the segments of the inboard gear ofthe first gear cluster are each movable into and out of the plane; achainring coupled to the layshaft, such that the chainring rotates withthe layshaft; and a shifting system including an actuator configured tourge the segments of the inboard gear of the first gear cluster into andout of the plane of the chain, such that a gear ratio of the gearbox ischangeable without displacing the chain out of the plane.

In some embodiments, a gearbox for a vehicle may include: a drivespindle; a first gear cluster coaxially fastened to the spindle suchthat the first gear cluster rotates with the spindle, wherein an inboardgear of the first gear cluster includes a plurality of pivotable inboardsegments, each of which has a respective pin protruding transverselyfrom an inboard face; a second gear cluster having one or more gearscoaxially fastened to a layshaft spaced from and parallel to thespindle, such that the layshaft rotates with the second gear cluster; acontinuous first chain coupling the first gear cluster to the secondgear cluster, such that the first gear cluster drives the second gearcluster and the first chain defines a first plane, wherein the segmentsof the inboard gear of the first gear cluster are each pivotable intoand out of the first plane; a third gear cluster having one or moregears coaxially fastened to the layshaft and spaced from the second gearcluster, such that the third gear cluster rotates with the layshaft; afourth gear cluster having one or more gears coupled to a sleevecoaxially mounted over the spindle such that the sleeve rotatesindependently of the spindle; a continuous second chain coupling thethird gear cluster to the second gear cluster, such that the third gearcluster drives the fourth gear cluster and the second chain defines asecond plane parallel to the first plane; a chainring fastened to thesleeve, such that the chainring rotates with the fourth gear cluster;and a shifting system including a first shifting wedge transitionablebetween: (a) a first configuration, in which a first ramped face of thewedge is in line with the pin of each segment of the inboard gear of thefirst gear cluster when the segment is out of the first plane, such thatrotating the pin into the first ramped face is configured to urge thesegment into the first plane, and (b) a second configuration, in which asecond ramped face of the wedge is in line with the pin of each segmentof the inboard gear of the first gear cluster when the segment is in thefirst plane such that rotating the pins into the second ramped face isconfigured to urge the segment out of the first plane.

In some embodiments, a gearbox for a vehicle may include: a drivespindle; a first gear cluster coaxially fastened to the spindle suchthat the first gear cluster rotates with the spindle, the first gearcluster including an outboard gear and an inboard gear, wherein theinboard gear is physically divided into a plurality of segments; asecond gear cluster having one or more gears coaxially fastened to alayshaft spaced from and parallel to the spindle, such that the layshaftrotates with the second gear cluster; a continuous first chain couplingthe first gear cluster to the second gear cluster, such that the firstgear cluster drives the second gear cluster and the first chain definesa first plane, wherein the segments of the inboard gear of the firstgear cluster are each movable into and out of the first plane; a thirdgear cluster having one or more gears coaxially fastened to the layshaftand spaced from the second gear cluster, such that the third gearcluster rotates with the layshaft; a fourth gear cluster having one ormore gears coupled to a sleeve coaxially mounted over the spindle suchthat the sleeve rotates independently of the spindle; a continuoussecond chain coupling the third gear cluster to the second gear cluster,such that the third gear cluster drives the fourth gear cluster; achainring fastened to the sleeve, such that the chainring rotates withthe fourth gear cluster; and a shifting system including an actuatorconfigured to urge the segments of the inboard gear of the first gearcluster into and out of the first plane, such that a gear ratio of thegearbox is changeable without displacing the first chain out of thefirst plane.

Features, functions, and advantages may be achieved independently invarious embodiments of the present disclosure, or may be combined in yetother embodiments, further details of which can be seen with referenceto the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an illustrative gearbox in accordance withaspects of the present disclosure.

FIG. 2 is an isometric view of a gearbox which is an example of thegearbox depicted in FIG. 1.

FIG. 3 is an isometric view of the gearbox of FIG. 2 with portions ofthe housing removed.

FIG. 4 is a top-down view of the gearbox of FIG. 2 with the housingremoved.

FIG. 5 is an illustrative gear segment in a pivoted position and shiftwedge in a first position in accordance with aspects of the presentdisclosure.

FIG. 6 is an illustrative gear segment in a pivoted position and shiftwedge in a second position in accordance with aspects of the presentdisclosure.

FIG. 7 is an illustrative gear segment in a planar position and shiftwedge in a second position in accordance with aspects of the presentdisclosure.

FIG. 8 is an illustrative gear segment in a planar position and shiftwedge in a first position in accordance with aspects of the presentdisclosure.

FIG. 9 is a sectional view of the gearbox of FIG. 2 taken along a lineindicated in FIG. 4.

FIG. 10 is a sectional view of the gearbox of FIG. 2 taken along a lineindicated in FIG. 4.

FIG. 11 is an exploded view of the gearbox of FIG. 2.

FIG. 12 is a section view of the gearbox of FIG. 2 taken along a lineindicated in FIG. 3.

FIG. 13 is an isometric view of a layshaft in accordance with aspects ofthe present disclosure.

FIG. 14 is an isometric view of the layshaft of FIG. 13 having gearclusters attached thereon.

FIG. 15 is an exploded view of a portion of the gearbox of FIG. 2.

FIG. 16 is a partial exploded view of the portion of FIG. 15.

FIG. 17 is a front view of a first gear cluster in accordance withaspects of the present disclosure.

FIG. 18 is a rear view of the gear cluster of FIG. 17.

FIG. 19 is an isometric view of the gear cluster of FIG. 17.

FIG. 20 is a front view of a second gear cluster in accordance withaspects of the present disclosure.

FIG. 21 is a rear view of the gear cluster of FIG. 20.

FIG. 22 is an isometric view of the gear cluster of FIG. 20.

FIG. 23 is a front view of a third gear cluster in accordance withaspects of the present disclosure.

FIG. 24 is a rear view of the gear cluster of FIG. 23.

FIG. 25 is an isometric view of the gear cluster of FIG. 23.

FIG. 26 is a front view of a fourth gear cluster in accordance withaspects of the present disclosure.

FIG. 27 is a rear view of the gear cluster of FIG. 26.

FIG. 28 is an isometric view of the gear cluster of FIG. 26.

FIG. 29 is a portion of an illustrative shifting system engaged withgear clusters in accordance with aspects of the present disclosure.

FIG. 30 is a sectional view of an illustrative shifting system inaccordance with aspects of the present disclosure.

FIG. 31 is side view of an illustrative gear cluster of the shiftingsystem of FIG. 30 in accordance with aspects of the present disclosure.

FIG. 32 is an exploded view of the shifting system of FIG. 30.

DETAILED DESCRIPTION

Various aspects and examples of a gearbox having segmented sprocketclusters and an associated shifting system, as well as related methods,are described below and illustrated in the associated drawings. Unlessotherwise specified, a gearbox system in accordance with the presentteachings, and/or its various components may, but are not required to,contain at least one of the structures, components, functionalities,and/or variations described, illustrated, and/or incorporated herein.Furthermore, unless specifically excluded, the process steps,structures, components, functionalities, and/or variations described,illustrated, and/or incorporated herein in connection with the presentteachings may be included in other similar devices and methods,including being interchangeable between disclosed embodiments. Thefollowing description of various examples is merely illustrative innature and is in no way intended to limit the disclosure, itsapplication, or uses. Additionally, the advantages provided by theexamples and embodiments described below are illustrative in nature andnot all examples and embodiments provide the same advantages or the samedegree of advantages.

This Detailed Description includes the following sections, which followimmediately below: (1) Definitions; (2) Overview; (3) Examples,Components, and Alternatives; (4) Illustrative Combinations andAdditional Examples; (5) Advantages, Features, and Benefits; and (6)Conclusion. The Examples, Components, and Alternatives section isfurther divided into subsections A through E, each of which is labeledaccordingly.

Definitions

The following definitions apply herein, unless otherwise indicated.

“Comprising,” “including,” and “having” (and conjugations thereof) areused interchangeably to mean including but not necessarily limited to,and are open-ended terms not intended to exclude additional, unrecitedelements or method steps.

Terms such as “first”, “second”, and “third” are used to distinguish oridentify various members of a group, or the like, and are not intendedto show serial or numerical limitation.

“AKA” means “also known as,” and may be used to indicate an alternativeor corresponding term for a given element or elements.

“Elongate” or “elongated” refers to an object or aperture that has alength greater than its own width, although the width need not beuniform. For example, an elongate slot may be elliptical orstadium-shaped, and an elongate candlestick may have a height greaterthan its tapering diameter. As a negative example, a circular aperturewould not be considered an elongate aperture.

The terms “inboard,” “outboard,” “forward,” and “aft” (and the like) areintended to be understood in the context of a host vehicle, such as abicycle, on which systems described herein may be mounted or otherwiseattached. For example, “outboard” may indicate a relative position thatis laterally farther from the centerline of the vehicle, or a directionthat is away from the vehicle centerline. Conversely, “inboard” mayindicate a direction toward the centerline, or a relative position thatis closer to the centerline. Similarly, “forward” means toward the frontportion of the vehicle, and “aft” means toward the rear of the vehicle.In the absence of a host vehicle, the same directional terms may be usedas if the vehicle were present. For example, even when viewed inisolation, a component may have a “forward” edge, based on the fact thatthe component would be installed with the edge in question facing in thedirection of the front portion of the host vehicle.

“Coupled” means connected, either permanently or releasably, whetherdirectly or indirectly through intervening components.

“Resilient” describes a material or structure configured to respond tonormal operating loads (e.g., when compressed) by deforming elasticallyand returning to an original shape or position when unloaded.

“Rigid” describes a material or structure configured to be stiff,non-deformable, or substantially lacking in flexibility under normaloperating conditions.

“Elastic” describes a material or structure configured to spontaneouslyresume its former shape after being stretched or expanded.

Directional terms such as “up,” “down,” “vertical,” “horizontal,” andthe like should be understood in the context of the particular object inquestion. For example, an object may be oriented around defined X, Y,and Z axes. In those examples, the X-Y plane will define horizontal,with up being defined as the positive Z direction and down being definedas the negative Z direction.

A “controller” or “electronic controller” includes processing logicprogrammed with instructions to carry out a controlling function withrespect to a control element. For example, an electronic controller maybe configured to receive an input signal, compare the input signal to aselected control value or setpoint value, and determine an output signalto a control element (e.g., a motor or actuator) to provide correctiveaction based on the comparison. In another example, an electroniccontroller may be configured to interface between a host device (e.g., adesktop computer, a mainframe, etc.) and a peripheral device (e.g., amemory device, an input/output device, etc.) to control and/or monitorinput and output signals to and from the peripheral device.

“Providing,” in the context of a method, may include receiving,obtaining, purchasing, manufacturing, generating, processing,preprocessing, and/or the like, such that the object or materialprovided is in a state and configuration for other steps to be carriedout.

In this disclosure, one or more publications, patents, and/or patentapplications may be incorporated by reference. However, such material isonly incorporated to the extent that no conflict exists between theincorporated material and the statements and drawings set forth herein.In the event of any such conflict, including any conflict interminology, the present disclosure is controlling.

Overview

In general, a gearbox in accordance with aspects of the presentteachings includes gear clusters (AKA cogsets, cassettes, and/orsprocket clusters) coupled by one or more chains and at least partiallycontained within a housing, wherein one or more of the gear clusters hasa segmented sprocket. A shifter is configured to move the sprocketsegments relative to a plane defined by a chain associated with thatsprocket. The housing may be mounted on and/or integral with a bicycleor other suitable vehicle. Each gear cluster includes at least onesprocket, also referred to as a gear. At least one of the gear clustersis mounted on a spindle (AKA an axle or a shaft) coupled at either endto bicycle crankarms (AKA cranks) and/or a drive motor, and at least oneother of the gear clusters is mounted on a layshaft. Chains, belts,and/or any other suitable coupling device (hereinafter referred to aschains) couple a gear cluster on the spindle to a gear cluster on thelayshaft, such that rotation of one of the gear clusters causes rotationof the other gear cluster. Each chain may selectively engage individualsprockets in a cluster. The combination of sprockets coupled to eachchain at a given moment determines the current gear ratio of thegearbox.

Shifting gear ratios of the gearbox may include sequential displacementof the segments of a selected segmented gear, such that the chain isshifted onto a different sprocket or gear of the gear cluster withoutdisplacing the chain in a lateral direction. Repositioning of the gearsegments is performed as each segment is unloaded (i.e., free of thechain), such that shifting may be performed under load without negativeconsequences. Multiple segmented sprockets of the gearbox may besimultaneously shifted in this manner, if desired.

Examples, Components, and Alternatives

The following sections describe selected aspects of exemplary bicyclegearboxes as well as related systems and/or methods. Although describedin terms of bicycles and electric bicycles, gearboxes of the presentdisclosure may be utilized in any suitable application, such as on amotorized two- or three-wheeled vehicle. The examples in these sectionsare intended for illustration and should not be interpreted as limitingthe entire scope of the present disclosure. Each section may include oneor more distinct embodiments or examples, and/or contextual or relatedinformation, function, and/or structure.

A. Schematic Diagram of a Gearbox of the Present Disclosure

As shown schematically in FIG. 1, this section describes an illustrativegearbox 100 having segmented gear clusters. Gearbox 100 includes ahousing 102 having a gearing system disposed within. The gearing systemincludes a plurality of (e.g., four) gear clusters, namely a first gearcluster 108, a second gear cluster 114, a third gear cluster 118, and afourth gear cluster 122, arranged as shown in FIG. 1. Each gear clusterhas a plurality of individual gears labeled 1 through N. Each gear ofthe cluster has a plurality of individual gear segments labeled 1through M. In some examples, each gear of each gear cluster has the samenumber of gear segments. In some examples, the number of segments mayvary from gear to gear.

Each gear comprising gear segments is referred to as a segmented gear.Each gear segment is shaped as an annular sector. In some examples, asegmented gear comprises four gear segments. A selected gear of eachgear cluster is coupled to (i.e., engaged with) a chain by teetharranged around a periphery thereof. In some examples, two or more gearclusters may be engaged with the same chain. Each gear segment of asegmented gear is movable with respect to the chain. The movement ofgear segments is utilized to shift between gear ratios. In someexamples, each gear segment may be pivotable about a hinge jointdisposed at an axle end of the segment. In some examples, each gearsegment may be linearly displaceable (e.g., translated or shiftedaxially).

Gearbox 100 includes an associated shifting system 110. Shifting system110 is configured to individually move segments of the segmented gearsinto and out of engagement with the respective chain. Shifting system110 may be coupled to a controller 126, which is configured to sendcommand signals to one or more actuators of the shifting system tochange gear ratios. For example, controller 126 may signal the shiftingsystem to increase the gear ratio. Shifting is described further insections below.

In principle, gearbox 100 may be operable with any gear ratio achievableby the installed cogsets. In some cases, however, controller 126 isconfigured to allow a rider to select only a subset of gear ratios. Forexample, in some cases two or more different combinations of gears mayproduce identical or nearly identical gear ratios. Providing the vehicleoperator with a set of selectable gear combinations that includesdifferent gear combinations that result in substantially the same gearratio may be unhelpful and confusing. Accordingly, shifting system 110and/or controller 126 may be configured to enable selection of only oneof the redundant gear combinations.

Gearbox 100 includes a crankset 104 disposed outside of housing 102 andcoupled to a spindle 106. Spindle 106 passes through housing 102 toengage first gear cluster 108, such that rotation of the crankset causesrotation of the spindle which, in turn, causes rotation of the firstgear cluster.

First gear cluster 108 is coupled to a first chain 112 such thatrotation of the gear cluster causes rotation of the chain. First chain112 may be oriented orthogonally with respect to spindle 106.

First chain 112 is coupled to second gear cluster 114, therebytransmitting power from cluster 108 to cluster 114. Second gear cluster118 is coupled to third gear cluster 118 via a layshaft 116.Accordingly, rotation of chain 112 using the crankshaft and first gearcluster drives the rotation of second gear cluster 114, which rotateslayshaft 116 and third gear cluster 118. Layshaft is generally parallelto and spaced from spindle 106. Third gear cluster 118 is coupled to asecond chain 120 which is further coupled to a fourth gear cluster 122,such that rotation of third gear cluster 118 causes rotation of fourthgear cluster 122.

Fourth gear cluster 122 is coupled to an external chainring 124 (i.e.,disposed outside of housing 102) via an output shaft 123 that passesthrough housing 102. Output shaft 123 is coaxial with spindle 106, suchthat spindle 106 passes through the center of output shaft 123. Spindle106 and output shaft 123 are configured to rotate independently withrespect to one another. Chain ring 124 is coupled to an output system130 (e.g., a rear wheel) via a third chain 128.

In some examples, more or fewer gear clusters and/or layshafts may beincluded. For example, a two-cluster version of gearbox 100 may includefirst gear cluster 108 on spindle 106, chain 112, and second gearcluster 114 on layshaft 116. In this example, gear clusters 118 and 122are excluded, and the drive output is via a chainring 124′ coupled tolayshaft 116′ as shown in dashed outline in FIG. 1. In other examples,additional gear clusters may be interspersed with those shown in FIG. 1,to provide additional gear ratios and combinations.

B. First Illustrative Gearbox

This section describes a gearbox 200, which is an example of gearbox 100described above. See FIGS. 2-27.

As shown in FIGS. 2 and 3, gearbox 200 includes a housing 202. Thehousing at least partially contains a gearing system, as describedabove. An Illustrative gearing system for gearbox 200 is describedfurther below. A spindle 206 extends through the housing. A firstcrankarm 204 and a second crankarm (not shown) are coupled to respectiveends of spindle 206. A chainring 224 couples gearbox 200 to a wheel,e.g., a rear wheel, via an external drive chain or belt (not shown).

FIG. 4 is a top view of gearbox 200. Gearbox 200 includes a layshaft 216and four gear clusters: a first (input) gear cluster 208 (also referredto as cluster 1) disposed on spindle 206, a second gear cluster 214(also referred to as cluster 2) disposed on layshaft 216, a third gearcluster 218 (also referred to as cluster 3) disposed on layshaft 216,and a fourth gear cluster 222 (also referred to as cluster 4) disposedon an output shaft 223 (AKA a driven shaft), an example of output shaft123. First gear cluster 208 is coupled to second gear cluster 214 by afirst chain 212. Similarly, third gear cluster 218 is coupled to fourthgear cluster 222 by a second chain 220.

Accordingly, rotation of spindle 206 (e.g., by a bicycle rider operatingpedals attached to the crankarms and/or by a motor) transmits power fromfirst gear cluster 208 via first chain 212 to second gear cluster 214,and from the second gear cluster via the layshaft to third gear cluster218. Second chain 220 transmits power from third gear cluster 218 tofourth gear cluster 222, and power is transmitted from the fourth gearcluster via output shaft 223 to chainring 224, and/or to anothersuitable system.

Each of the gear clusters may include a plurality of gears, one or moregears of the plurality of gears having a plurality of gear segments.Gears comprising gear segments may be referred to as segmented gears.Each gear segment may be shaped as an annular sector. In one example,each segmented gear comprises four gear segments. Each gear segment isrotatably attached to a hinge disposed near the center of the segmentedgear. One or more gear clusters may have a non-segmented sprocket havinga smaller diameter than the respective segmented gear. Each gear segmentmay be attached to a pin. Each gear segment pivots (or folds) in adirection transverse to the plane of the gear. In other words, each gearsegment may transition between a coplanar position and a pivoted (AKAfolded) position. This configuration may enable a segmented gear totransition (e.g., stepwise) between a coplanar configuration (i.e., withall segments aligned to form a substantially coplanar gear) and apivoted (AKA pyramidal) configuration (i.e., with all gear segmentsrotationally skewed in the same direction away from the plane formed inthe coplanar configuration)

As shown in FIG. 4, a shifting system 210 is disposed at least partiallywithin the gearbox, in a generally central location. Shifting system 210is an example of shifting system 110 described above.

Shifting system 210 includes a shift rod 248 attached to a shift wedge250 configured to selectively and mechanically interface with portionsof the gear segments. Although shift rods are depicted and describedherein, any suitable actuator configured to rotate the shift wedges maybe utilized, such as a flexible cable or the like, whether manually orelectromechanically operated, e.g., by an electronic controller. Manualhandles at the upper ends of the shift rods, depicted in FIG. 3 andelsewhere, are shown for purposes of understanding, e.g., where acontroller would actuate the shifting system.

Shift wedge 250 includes a pair of ramps referred to herein as a rampedfirst face 252 and a ramped second face 254 (i.e., a first ramp and asecond ramp), generally configured such that planar extensions of eachface intersect at an angle (e.g., an acute angle). Rotation of shift rod248 simultaneously rotates shift wedge 250, thereby changing theorientation of shift wedge 250 (and the first and second faces/ramps).

In the current example, shifting system 210 has a shift rod and shiftwedge for each gear cluster. In some examples, two or more gear clustersmay share a shift wedge. For example, third gear cluster 218 and fourthgear cluster 222 may share the same shift wedge. FIGS. 25 and 26 depictsystem 210 shifting the gear ratio of gearbox 200 by causing thesegments of a segmented gear to pivot into or out of alignment with thechain.

FIGS. 5-8 depict a portion of the shifting system to facilitate thefollowing description thereof. Each of FIGS. 5-8 depict a single gearsegment, which is rotating in a generally horizontal plane into thepage, and a shift wedge in a series of positions configured to eithercause the gear segment to pivot in a selected direction or to avoid thegear segment, as the case may be. FIG. 5 is an isometric view of thesingle gear segment and shift wedge 250. Shift wedge 250 is in a firstposition configured such that the shift wedge does not interfere withthe pin of the gear segment. In this configuration, the gear segment isin its pivoted position. This position of the gear segment correspondsto a first gear ratio in which the present gear segment is tilted out ofthe plane of the chain (i.e., not engaged with the chain).

In FIG. 6, shift wedge 250 is shown in a second position configured suchthat the shift wedge is in the path of the pin of the gear segment. Morespecifically, in this position, second face 254 has been brought intothe path of the pin of the gear segment. Accordingly, further rotationof the gear segment brings the pin into contact with second face 254 andthereby slides along face 254 in the direction indicated by the arrow.This pivots the gear segment into its coplanar position (see FIG. 7)(i.e., in the plane of the chain) and thus the chain engages thesegment.

FIG. 7 depicts the gear segment in its coplanar position and shift wedge250 in the second position. In this configuration, the shift wedge doesnot interfere with the pin of the gear segment. In other words, thisconfiguration corresponds to operation of the system in a second gearratio in which the present gear segment is engaged with the chain andable to freely rotate without striking the shift wedge.

In FIG. 8, shift wedge 250 is again in the first position. Because thegear segment is coplanar with the chain, the shift wedge is now in thepath if the pin of the gear segment. More specifically, in thisposition, first face 252 has been brought into the path of the pin ofthe gear segment. Accordingly, further rotation of the gear segmentbrings the pin into contact with first face 252 and thereby slides alongface 252 in the direction indicated by the arrow. This pivots the gearsegment into its pivoted (i.e., non-coplanar) position, and the gearsegment and wedge are again as depicted in FIG. 5.

Accordingly, shifting system 210 includes a shifting wedgetransitionable between: (a) a first configuration, in which a firstramped face of the wedge is in line with the pin of each segment of theinboard gear of the first gear cluster when the segment is out of theplane of its chain, such that rotating the pin into the first rampedface is configured to urge the segment into the plane of the chain, and(b) a second configuration, in which a second ramped face of the wedgeis in line with the pin of each segment of the inboard gear of the firstgear cluster when the segment is in the plane of its chain, such thatrotating the pins into the second ramped face is configured to urge thesegment out of the plane of the chain.

As shown in FIG. 9, gearbox 200 includes a first chain tensioner 232.Chain tensioner 232 has at least one idler 236 having a fixed locationand at least one adjustable gear 238 configured to be moved ortranslated by a pushrod 240. In some examples, chain tensioner 232includes two idlers and one adjustable gear. A spring is coaxiallymounted to pushrod 240 to provide a biasing force. Chain tensioner 232may be configured to engage any of the chains described above. In thecurrent example, idler 236 and gear 238 of chain tensioner 232 areconfigured to engage chain 220. Accordingly, chain 220 interfaces withthird gear cluster 218, fourth gear cluster 222, and chain tensioner232.

Chain tensioner 232 is configured such that pushrod 240 can be utilizedto displace gear 238, thereby applying more or less tension to theengaged chain. Manipulation of pushrod 240 may be manual (e.g., by auser), and/or may be automatic (e.g., using mechanical and/or electriccomponents).

As shown in FIG. 10, gearbox 200 includes a second chain tensioner 234,which is substantially similar to chain tensioner 232. In the currentexample, chain tensioner 234 includes a single idler 242 and a movablegear 244 attached to a pushrod 246. Second chain tensioner is configuredto engage first chain 212. Accordingly, chain 212 is configured tointerface with first gear cluster 208, second gear cluster 214, andchain tensioner 234. Any suitable chain tensioners may be utilized.

FIG. 11 depicts an exploded view of portions of gearbox 200. The firstgear cluster is configured to be driven by the vehicle's prime mover(e.g., human-powered pedaling and/or electric motor) via spindle 206.Each gear of first gear cluster 208 is configured to selectively engagefirst chain 212, which may include one or more chains, belts, and/or anyother suitable devices.

In the current example, first gear cluster 208 comprises two segmentedgears, 208A and 208B. Affixed to each gear segment of segmented gear208A is a pin 211. Each gear segment of segmented gear 208A shares acommon hinge portion 209 with a corresponding gear segment of segmentedgear 208B, in a fixed angular relationship. Hinge portion 209 isconfigured to mate with a hinge receiver 256 disposed on spindle 206.Hinge receiver 256 may be unitary with spindle 206 or may be affixed bya suitable mechanism (e.g., screws, friction fit, etc.). Correspondingsegments of the two gears are configured to pivot together, rather thanindependently (see FIGS. 17-19). In other words, when a segment of gear208A is shifted out of the plane of chain 212, the corresponding segmentof 208B is brought into the plane of chain 212 (thereby engaging thechain).

First gear cluster 208 is coupled to second gear cluster 214 by firstchain 212. The system is configured such that first chain 212 directlyengages a single one of the gears of first gear cluster 208 and a singleone of the gears of second gear cluster 214 at any given time; however,the chain may partially engage more than one of the gears of eachcluster at some stages of operation, such as when the chain is beingsegmentally shifted from one gear to another (e.g., in response to userand/or controller input).

Second gear cluster 214 is securely mounted on layshaft 216 such thatrotation of second gear cluster 214 also rotates the layshaft. Secondgear cluster 214 has a nested arrangement, such that a segmented gear214A and a non-segmented sprocket 214B are nestable together (see FIGS.20-22). Affixed to the inboard face of each gear segment of segmentedgear 214A is a pin 217. Each gear segment of segmented gear 214Aincludes a hinge portion 215 coupled to a hinge receiver 258 disposed onlayshaft 216. Hinge receiver 258 may be unitary with layshaft 216 or maybe affixed by a suitable fastening mechanism (e.g., screws, frictionfit, etc.).

Third gear cluster 218 comprises a segmented gear 218A and anon-segmented sprocket 218B nestable therein (see FIGS. 23-25). Affixedto the inboard face of each gear segment of segmented gear 218A is a pin226. Each gear segment of segmented gear 218A includes a hinge portion219 coupled to a hinge receiver 260 disposed on layshaft 216. Hingereceivers 258 and 260 may be unitary with layshaft 216 or may be affixedby a suitable mechanism (e.g., screws, friction fit, etc.).

Third gear cluster 218 is configured to engage second chain 220. Secondchain 220 couples a selected one of the gears to fourth gear cluster222, thereby transmitting rotation of third gear cluster 218 to fourthgear cluster 222. Typically, second chain 220 directly engages a singleone of gears of third gear cluster 218 and fourth gear cluster 222 atany given time; however, the chain may engage more than one of the gearsof the clusters at some stages of operation, such as when the chain isbeing shifted from one gear to another (e.g., in response to user and/orcontroller input).

Fourth gear cluster 222 is securely mounted on output shaft 223 suchthat the output shaft rotates with the fourth gear cluster. Fourth gearcluster 222 comprises a segmented gear 222A and a non-segmented sprocket222B (see FIGS. 26-28). Affixed to the inboard face of each gear segmentof segmented gear 222A is a pin 227. Sprocket 222B includes an openingfor mating with output shaft 223. Each gear segment of segmented gear222A includes a hinge portion 221 configured to mate with a hingereceiver 262 disposed on layshaft 216. Hinge receiver 258 may be unitarywith layshaft 216 or may be attached by a suitable mechanism (e.g.,screws, friction fit, etc.).

Hollow output shaft 223 (AKA an output sleeve) surrounds and is coaxialwith spindle 206 (see. FIG. 12), such that the output shaft and thespindle are freely able to rotate independently of one another. Outputshaft 223 is affixed to chainring 224 (e.g., by a spider), such that thechainring rotates with the output shaft independently of the spindle.Chainring 224 thus transmits power from gearbox 200 to an externalsystem, typically a rear wheel of a bicycle or another suitable wheel orvehicle.

FIG. 12 depicts a sectional view of the gearing system of gearbox 200taken at line 12-12 of FIG. 3. Crank arm 204 is coupled to spindle viacrank screw 205. Output shaft 223 is situated coaxially on an end ofspindle 106 and rotationally isolated from the spindle by bearings 225Aand 225B.

Disposed at one end of spindle 206 is a flange 206A and disposed at theopposite end, encircling output shaft 223 is a flange 206B. Spindle 206is rotationally isolated from flange 206A via bearing 207A, andsimilarly, output shaft 223 is rotationally isolated from flange 206Bvia bearing 207B.

Similarly, disposed at one end of layshaft 216 is a flange 216A anddisposed at the opposite end is a flange 216B. Layshaft 216 isrotationally isolated from flange 216A via bearing 117A, and similarly,layshaft 216 is rotationally isolated from flange 216B via bearing 117B.

FIGS. 13 and 14 show layshaft 216 with gear clusters 214 and 218 removedand coupled, respectively. As shown in FIGS. 13 and 14, sprocket 214Bmates with layshaft 216 in the space between hinge receiver 258 andflange 216A. Similarly, sprocket 218B mates with layshaft 216 in thespace between hinge receiver 260 and flange 216B. FIGS. 17-28 depictvarious views of portions of the gear clusters described above.

FIGS. 15 and 16 show an exploded view and partial exploded view,respectively, of spindle 206 and output shaft 223 with variouscomponents for attachment thereon.

As shown in FIGS. 17-19, first gear cluster 208 comprises a plurality ofsegmented gears having different diameters. In the current example,first gear cluster 208 comprises two gears (one inboard and oneoutboard). In another example, the first gear cluster may comprise moreor fewer gears. Gears are arranged within first gear cluster 208 fromlargest-diameter gear to smallest-diameter gear. Each segment of thesegmented gear 208A shares a hinge with a corresponding segment ofsegmented gear 208B.

As shown in FIGS. 20-22, second gear cluster 214 comprises a sprocket orcog (e.g., a single non-segmented gear) having a first diameter and asegmented gear having a second (larger) diameter, the segmented gearbeing capable of transitioning into and out of the same plane as thesmaller sprocket.

As shown in FIG. 23-25, third gear cluster 218 includes a non-segmentedcog or sprocket having a first diameter and a segmented gear having asecond (larger) diameter, the segmented gear being capable oftransitioning into and out of the same plane as the smaller sprocket.

As shown in FIG. 26-28, fourth gear cluster 222 comprises a cog having afirst diameter and a segmented gear having a second (larger) diameter,the segmented gear being capable of transitioning into and out of thesame plane as the smaller sprocket.

FIG. 29 shows the engagement of portions of shifting system 210 withgear clusters 208 and 222. As shown in the figure, the shift wedgecorresponding to gear cluster 208 is in its second position and the gearsegments of gear 208B are in their pivoted position. Accordingly, thegear segments of gear 208A are in their coplanar position. In contrast,the shift wedge corresponding to gear cluster 222 is in its firstposition and the gear segments of gear 222A are in their pivotedposition.

In the current example, gearbox 200 includes two gear options for firstgear cluster 208, corresponding to gears 208A and 208B. These optionsmay be identified as A1 and A2, respectively. In the current example,gearbox 200 includes two gear options for second gear cluster 214,corresponding to gears 214A and 214B. These options may be identified asB1 and B2, respectively. In the current example, gearbox 200 includestwo gear options for third gear cluster 218, corresponding to gears 218Aand 218B. These options may be identified as C1 and C2, respectively. Inthe current example, gearbox 200 includes two gear options for fourthgear cluster 222, corresponding to gears 222A and 222B. These optionsmay be identified as D1 and D2, respectively.

A combination of any one of the gear options of the first gear cluster208, any one of the gear options of second gear cluster 214, any one ofthe gear options for third gear cluster 218, and any one of the gearoptions for fourth gear cluster 222 determines a gear ratio of gearbox200. Each combination of the available options may be referred to as a“gear” and/or “speed” of the vehicle that includes gearbox 200.

An operator of the vehicle may switch between gear ratios by switchingany of the selected options to another available option. For example, ifthe selected options are presently A1, B1, C2, and D2, the operator maychange the present gear ratio by switching D2 to D1. Alternatively, oradditionally, the operator may change A1 to A2, and/or may change C2 toC1. Switching gear ratios is typically achieved by actuating amechanical and/or electronic control to pivot the gear segments of asegmented gear, thereby engaging the chain with a different gear.

C. Second Illustrative Gearbox

As shown in FIGS. 30-32, this section describes an illustrative gearbox300. Gearbox 300 is an example of a system for shifting gear ratioswithin a gear box by displacing a chain from one sprocket in a clusterto another, without causing the chain to leave its original plane.Aspects of gearbox 300 are suitable for use with the gearbox systemsdescribed above, and vice versa.

FIG. 30 depicts an illustrative gear cluster 310 having five gears 312.Gear cluster 310 may be substantially similar in at least some respectsto, e.g., gear cluster 208, and/or any other suitable gear clusterdescribed above. Gear cluster 310 is mounted on a shaft 315, which maybe substantially similar in at least some respects to layshaft 216,and/or any other suitable axle described above. Shaft 315 rotates alongwith gear cluster 310.

Gearbox 300 may include any suitable adjustment mechanism for adjustingan axial position of gear cluster 310 and/or segments of the gearcluster. The adjustment mechanism may be disposed within shaft 315and/or outside of the shaft, and may rotate with the shaft and/or remainstationary relative to the shaft. The adjustment mechanism may beactivated electrically, mechanically, hydraulically, and/or in any othersuitable manner.

In some examples, the adjustment mechanism comprises at least oneactuator (e.g., a linear actuator) disposed outside shaft 315 andconfigured to rotate with the shaft. For example, the actuator may bemounted to an exterior surface of shaft 315. The actuator is configuredto adjust an axial position of gear cluster 310, or one or more segmentsof the gear cluster. For example, the actuator may be configured to pushand/or pull segments of the gear cluster, either directly or throughintervening component(s), thereby translating the segment in an axialdirection.

In other examples, the adjustment mechanism comprises at least oneactuator (e.g., a linear actuator) disposed outside shaft 315 andconfigured to remain stationary with respect to the frame of the bike,i.e., not to rotate with the shaft. As an example, the actuator may befixed to a stationary part of the gearbox, such as the housing. Inanother example, the actuator may be disposed on a bearing positioned atleast partially around shaft 315. In this configuration, shaft 315 isallowed to rotate within the bearing, and the actuator remains fixedwith respect to the bearing and therefore does not rotate. The actuatormay be configured to push or otherwise move gear cluster 310, orsegments thereof, in an appropriate direction, e.g., as the gear clusterrotates past the actuator. The actuator may contact gear cluster 310directly and/or through intervening component.

In some examples, the adjustment mechanism comprises at least oneactuator (e.g., a linear actuator) disposed at least partially withinshaft 315. The actuator may either be configured to rotate with shaft315, or not to rotate with the shaft. FIGS. 30-32 and associateddescription are related to an example wherein an actuator disposedwithin shaft 315 adjusts a position of segments of gear cluster 310 bytranslating a shift drum 320 disposed within the shaft.

As shown in FIG. 30, shift drum 320 is disposed within shaft 315 andconfigured to remain stationary while the shaft and gear cluster 310rotate. In other words, shift drum 320 does not rotate with shaft 315.This may be accomplished, for example, by using a keyed connectionbetween shift drum 320 and an actuating device 321 (see FIG. 32).Actuating device 321 may comprise any device suitable for translatingshift drum 320 within shaft 315, such as a linear actuator. Actuatingdevice 321 may be fastened to a stationary (e.g., non-rotating) part ofthe gearbox, such as the housing.

FIG. 31 is a side view depicting gear cluster 310 mounted on shaft 315,with shift drum 320 depicted semitransparent within the shaft. Thelargest gear 312 is depicted in front of smaller gears 312, with thesmaller gears visible through openings in the largest gear. As FIG. 31shows, each gear 312 of gear cluster 310 comprises a plurality ofsegments 322. Each segment 322 is shaped substantially as an annularsector and/or as a pie slice. Adjacent segments 322 are spaced from eachother by small gaps 324. Gaps 324 of each gear 312 are aligned withcorresponding gaps within the other gears of gear cluster 310, such thateach segment 322 of each gear is aligned with corresponding segments ofthe other gears. Each set of aligned segments 322 is fused togetheracross gears to form a rigid segment block 330. Each segment block 330includes a guide pin 335 extending from an inner edge of the segmentblock through a slot 337 in shaft 315 (see FIG. 32).

FIG. 32 is an exploded isometric view depicting shift drum 320, shaft315, and gear cluster 310. In the example depicted in FIGS. 30-32, shiftdrum 320 has a substantially cylindrical shape with a hollow channelextending longitudinally through a center of the shift drum, and acircumferential recess 340 extending circumferentially around a centralportion of the shift drum. Circumferential recess 340 has a narrowportion 345 having a narrower width than the rest of the recess. Narrowportion 345 has a width substantially similar to a width of each guidepin 335, such that when the guide pin is positioned within the narrowportion, the axial position of the guide pin relative to shift drum 320is fixed. Accordingly, gear cluster 310 rotates around shift drum 320 atan axial position corresponding to the position of narrow portion 345.Moving shift drum 320 axially within shaft 315 adjusts the position ofnarrow portion 345 relative to the shaft, and thus adjusts the axialposition of segment blocks 330, i.e., causing the segment block totranslate in an axial direction. Adjustment of the axial position ofsegment blocks 330 enables the shifting of a chain 380 (see FIG. 30)from one gear 312 to another, substantially without changing the axialposition of the chain. Each segment block 330 shifts, e.g.,sequentially, into a position suitable for accepting chain 380 (e.g.,under the chain) as the respective guide pin 335 passes through narrowportion 345. Shaft 315 is typically indexed (e.g., by circumferentialindexing grooves 385) to define a plurality of positions of gear cluster310. Typically, with gear cluster 310 positioned at each positiondefined by indexing grooves 385, a corresponding one of gears 312 isconfigured to carry chain 380. Accordingly, shifting gears using gearbox300 includes adjusting a position of shift drum 320 within shaft 315,thereby moving each segment block 330 such that the selected gear 312 isin a position suitable for accepting chain 380. In some examples, eachsegment block 330 is moved at a time when the segment block is notengaged with chain 380. In other words, segment blocks 330 may not betypically moved under load.

D. Illustrative Combinations and Additional Examples

This section describes additional aspects and features of gearboxes asoutlined in Sections A through C, presented without limitation as aseries of paragraphs, some or all of which may be alphanumericallydesignated for clarity and efficiency. Each of these paragraphs can becombined with one or more other paragraphs, and/or with disclosure fromelsewhere in this application, including the materials incorporated byreference in the Cross-References, in any suitable manner. Some of theparagraphs below expressly refer to and further limit other paragraphs,providing without limitation examples of some of the suitablecombinations.

A0. A gearbox for a vehicle, the gearbox comprising:

a drive spindle;

a first gear cluster coaxially fastened to the spindle such that thefirst gear cluster rotates with the spindle, wherein an inboard gear ofthe first gear cluster includes a plurality of pivotable inboardsegments, each of which has a respective pin protruding transverselyfrom an inboard face;

a second gear cluster having one or more gears coaxially fastened to alayshaft spaced from and parallel to the spindle, such that the layshaftrotates with the second gear cluster;

a continuous first chain coupling the first gear cluster to the secondgear cluster, such that the first gear cluster drives the second gearcluster and the first chain defines a first plane, wherein the segmentsof the inboard gear of the first gear cluster are each pivotable intoand out of the first plane;

a third gear cluster having one or more gears coaxially fastened to thelayshaft and spaced from the second gear cluster, such that the thirdgear cluster rotates with the layshaft;

a fourth gear cluster having one or more gears coupled to a sleevecoaxially mounted over the spindle such that the sleeve rotatesindependently of the spindle;

a continuous second chain coupling the third gear cluster to the secondgear cluster, such that the third gear cluster drives the fourth gearcluster and the second chain defines a second plane parallel to thefirst plane;

a chainring fastened to the sleeve, such that the chainring rotates withthe fourth gear cluster; and

a shifting system including a first shifting wedge transitionablebetween:

-   -   (a) a first configuration, in which a first ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is out of the        first plane, such that rotating the pin into the first ramped        face is configured to urge the segment into the first plane, and    -   (b) a second configuration, in which a second ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is in the first        plane such that rotating the pins into the second ramped face is        configured to urge the segment out of the first plane.        A1. The gearbox of A0, wherein the first gear cluster, second        gear cluster, first chain, third gear cluster, fourth gear        cluster, and second chain are enclosed in a housing.        A2. The gearbox of A0 or A1, wherein an outboard gear of the        first gear cluster is nested within the inboard gear, such that        the outboard gear is in line with the first plane.        A3. The gearbox of A2, wherein the outboard gear is a        non-segmented gear.        A4. The gearbox of A0 or A1, wherein an outboard gear of the        first gear cluster includes a plurality of pivotable outboard        segments arranged in pairs with the inboard segments, each pair        of outboard and inboard segments being mounted to a common        hinge, such that pivoting the inboard segment of the pair out of        the first plane automatically pivots the outboard segment of the        pair into the first plane.        A5. The gearbox of any one of paragraphs A0 through A4, wherein        the drive spindle is coupled to a crankset configured to rotate        the spindle.        A6. The gearbox of any one of paragraphs A0 through A5, wherein        the drive spindle is coupled to an electric motor configured to        rotate the spindle.        A7. The gearbox of any one of paragraphs A0 through A6, wherein        an inboard gear of the second gear cluster includes a plurality        of pivotable segments, each of which has a respective pin        protruding transversely from an inboard face.        A8. The gearbox of A7, the shifting system further comprising a        second shifting wedge configured to pivot the segments of the        inboard gear of the second gear cluster.        A9. The gearbox of any one of paragraphs A0 through A8, wherein        a respective inboard gear of each of the third and fourth gear        clusters includes a plurality of pivotable segments, each of        which has a respective pin protruding transversely from an        inboard face.        B0. A gearbox for a vehicle, the gearbox comprising:

a drive spindle;

a first gear cluster coaxially fastened to the spindle such that thefirst gear cluster rotates with the spindle, the first gear clusterincluding an outboard gear and an inboard gear, wherein the inboard gearis physically divided into a plurality of segments;

a second gear cluster having one or more gears coaxially fastened to alayshaft spaced from and parallel to the spindle, such that the layshaftrotates with the second gear cluster;

a continuous first chain coupling the first gear cluster to the secondgear cluster, such that the first gear cluster drives the second gearcluster and the first chain defines a first plane, wherein the segmentsof the inboard gear of the first gear cluster are each movable into andout of the first plane;

a third gear cluster having one or more gears coaxially fastened to thelayshaft and spaced from the second gear cluster, such that the thirdgear cluster rotates with the layshaft;

a fourth gear cluster having one or more gears coupled to a sleevecoaxially mounted over the spindle such that the sleeve rotatesindependently of the spindle;

a continuous second chain coupling the third gear cluster to the secondgear cluster, such that the third gear cluster drives the fourth gearcluster;

a chainring fastened to the sleeve, such that the chainring rotates withthe fourth gear cluster; and

a shifting system including an actuator configured to urge the segmentsof the inboard gear of the first gear cluster into and out of the firstplane, such that a gear ratio of the gearbox is changeable withoutdisplacing the first chain out of the first plane.

B1. The gearbox of B0, wherein the segments of the inboard gear of thefirst gear cluster are configured to translate into and out of the firstplane along the spindle.B2. The gearbox of B0, wherein the segments of the inboard gear of thefirst gear cluster are configured to pivot into and out of the firstplane.B3. The gearbox of B2, wherein the outboard gear of the first gearcluster includes a plurality of pivotable outboard segments arranged inpairs with the inboard segments, each pair of outboard and inboardsegments being mounted to a common hinge, such that pivoting the inboardsegment of the pair out of the first plane automatically pivots theoutboard segment of the pair into the first plane.B4. The gearbox of B2, wherein each of the segments of the inboard gearhas a respective pin protruding transversely from an inboard face; and

the actuator of the shifting system includes a shifting wedgetransitionable between:

-   -   (a) a first configuration, in which a first ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is out of the        first plane, such that rotating the pin into the first ramped        face is configured to urge the segment into the first plane, and    -   (b) a second configuration, in which a second ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is in the first        plane such that rotating the pins into the second ramped face is        configured to urge the segment out of the first plane.        B5. The gearbox of B2, wherein a respective inboard gear of each        of the second, third, and/or fourth gear clusters includes a        plurality of pivotable segments.        B6. The gearbox of B5, the actuator of the shifting system        further comprising a second shifting wedge configured to pivot        the segments of the inboard gear of the second gear cluster.        B7. The gearbox of any one of paragraphs B0 through B6, wherein        the first gear cluster, second gear cluster, first chain, third        gear cluster, fourth gear cluster, and second chain are enclosed        in a housing.        B8. The gearbox of any one of paragraphs B0 through B2, wherein        an outboard gear of the first gear cluster is nestable with the        inboard gear.        B9. The gearbox of B8, wherein the outboard gear is a        non-segmented gear.        C0. A gearbox for a vehicle, the gearbox comprising:

a drive spindle;

a layshaft spaced from and parallel to the spindle;

a first gear cluster coaxially fastened to one of the spindle or thelayshaft and rotatable therewith, the first gear cluster including anoutboard gear and an inboard gear, wherein the inboard gear isphysically divided into a plurality of segments;

a second gear cluster coaxially fastened to the other of the spindle orthe layshaft and rotatable therewith, the second gear cluster having oneor more gears;

a continuous chain coupling the first gear cluster to the second gearcluster, such that the chain defines a plane, wherein the segments ofthe inboard gear of the first gear cluster are each movable into and outof the first plane;

a chainring coupled to the layshaft, such that the chainring rotateswith the layshaft; and

a shifting system including an actuator configured to urge the segmentsof the inboard gear of the first gear cluster into and out of the planeof the chain, such that a gear ratio of the gearbox is changeablewithout displacing the chain out of the plane.

C1. The gearbox of C0, wherein the segments of the inboard gear of thefirst gear cluster are configured to translate axially into and out ofthe plane of the chain.C2. The gearbox of C0, wherein the segments of the inboard gear of thefirst gear cluster are configured to pivot into and out of the plane ofthe chain.C3. The gearbox of C2, wherein the outboard gear of the first gearcluster includes a plurality of pivotable outboard segments arranged inpairs with the inboard segments, each pair of outboard and inboardsegments being mounted to a common hinge, such that pivoting the inboardsegment of the pair out of the plane automatically pivots the outboardsegment of the pair into the plane.C4. The gearbox of C2, wherein each of the segments of the inboard gearhas a respective pin protruding transversely from an inboard face; and

wherein the actuator of the shifting system includes a shifting wedgetransitionable between:

-   -   (a) a first configuration, in which a first ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is out of the        plane, such that rotating the pin into the first ramped face is        configured to urge the segment into the plane, and    -   (b) a second configuration, in which a second ramped face of the        wedge is in line with the pin of each segment of the inboard        gear of the first gear cluster when the segment is in the plane        such that rotating the pins into the second ramped face is        configured to urge the segment out of the plane.        C5. The gearbox of C2, wherein a respective inboard gear of the        second gear cluster includes a plurality of pivotable segments.        C6. The gearbox of C5, the actuator of the shifting system        further comprising a second shifting wedge configured to pivot        the segments of the inboard gear of the second gear cluster.        C7. The gearbox of any one of paragraphs C0 through C6, wherein        the first gear cluster, second gear cluster, and chain are        enclosed in a housing.        C8. The gearbox of any one of paragraphs C0 through C2, wherein        an outboard gear of the first gear cluster is nestable with the        inboard gear.        C9. The gearbox of C8, wherein the outboard gear is a        non-segmented gear.

E. Illustrative Method of Shifting a Gearbox

This section describes steps of an illustrative method for shifting agearbox in accordance with the present disclosure. Aspects of gearboxesand shifting systems described above may be utilized in the method stepsdescribed below. Where appropriate, reference may be made to componentsand systems that may be used in carrying out each step. These referencesare for illustration, and are not intended to limit the possible ways ofcarrying out any particular step of the method. This section may notrecite the complete process or all steps of the method. Although varioussteps are described below, the steps need not necessarily all beperformed, and in some cases may be performed simultaneously or in adifferent order.

A first step includes operating a gearbox in a first gear ratio byrotating a drive spindle thereof, the drive spindle having a corotatingfirst gear cluster coupled to a first chain. The first chain is alsocoupled to a second gear cluster, and the first chain defines a firstplane. The first gear ratio is defined by a combination of selectedgears of the first and second gear clusters.

A second step includes shifting the gearbox into a second gear ratio bydisplacing a segmented one of the gears of the first or second gearclusters one segment at a time, such that teeth of the displaced gearmove out of the first plane. The segments are each displaced at arotational position where the segment is disengaged from the chain, suchthat the chain remains in the first plane and no segment is displacedunder load.

In some examples, the gear segments are configured to translate axially(see gearbox 300). In some examples, the gear segments are configured tobe displaced in a pivoting fashion (see gearbox 200).

The gearbox may include additional gear clusters. A third step maytherefore include shifting the gearbox into additional gear ratios bydisplacing one or more other segmented gears on any one of the gearclusters.

Shifting between gear ratios may be controlled using a manual actuatorand/or using an electronic controller to signal an electromechanicalactuator. For example, a shifting actuator may include a motorizedpivoting or translating actuator to displace gear segments and/or amotorized rotational actuator configured to change the position of oneor more shifting wedges, as described with respect to gearbox 200.

Advantages, Features, and Benefits

The different embodiments and examples of the gearbox and shiftingsystems described herein provide several advantages over knownsolutions. For example, illustrative embodiments and examples describedherein allow a smaller chance of dropping the external bike chain ascompared with known derailleur designs, due to less chain slack in thesystem and a static external chain-line (only two external, outer cogs).

Additionally, and among other benefits, illustrative embodiments andexamples described herein allow shifting under higher loads than withknown derailleur designs and bottom bracket gearboxes, due tomaintaining chain alignment while the shifting gear experiences no loaduntil the gear is in place in the drive-line. This arrangement may alsopermit the motor to be operated at a substantially constant RPM (orsmall range of RPM) both at and during transition between the variousgear ratios, contributing to motor efficiency and lifespan.

Additionally, and among other benefits, illustrative embodiments andexamples described herein allow simpler E-bike motor integration ascompared with known derailleur designs and hub-located gearboxes, withthe ability to integrate the gearbox either before or after addingelectromechanical inputs.

Additionally, and among other benefits, illustrative embodiments andexamples described herein allow easier standard maintenance as comparedwith existing derailleur designs, as the gearbox is fully enclosed andprotected from the elements.

Additionally, and among other benefits, illustrative embodiments andexamples described herein provide improved durability (specifically inthe rear end), as compared with known derailleur designs. This is aresult of fewer expensive and delicate parts being exposed to possibleblunt trauma, and to elements like dust, grease, and water.

Additionally, and among other benefits, illustrative embodiments andexamples described herein have a smaller distance to point of control ascompared to known derailleur designs and hub-located gearboxes, allowingfor smaller shifter cable runs and/or smaller wireless transmissioncapabilities, for the purpose of control.

Additionally, and among other benefits, illustrative embodiments andexamples described herein provide more options for wheel building ascompared to known derailleur designs, due to more space on the rear hub.This is because only one cog is required as opposed to multiple cogs.

Additionally, and among other benefits, illustrative embodiments andexamples described herein provide better handling as compared to knownhub-located gearboxes, as a result of weight shifting lower and towardthe center of the bike.

Additionally, and among other benefits, illustrative embodiments andexamples described herein utilize cost-effective replacement parts dueto simple geometries and manufacturing processes, and are lighteroverall than other known solutions.

No known system or device can perform these functions. However, not allembodiments and examples described herein provide the same advantages orthe same degree of advantage.

Conclusion

The disclosure set forth above may encompass multiple distinct exampleswith independent utility. Although each of these has been disclosed inits preferred form(s), the specific embodiments thereof as disclosed andillustrated herein are not to be considered in a limiting sense, becausenumerous variations are possible. To the extent that section headingsare used within this disclosure, such headings are for organizationalpurposes only. The subject matter of the disclosure includes all noveland nonobvious combinations and subcombinations of the various elements,features, functions, and/or properties disclosed herein. The followingclaims particularly point out certain combinations and subcombinationsregarded as novel and nonobvious. Other combinations and subcombinationsof features, functions, elements, and/or properties may be claimed inapplications claiming priority from this or a related application. Suchclaims, whether broader, narrower, equal, or different in scope to theoriginal claims, also are regarded as included within the subject matterof the present disclosure.

1. A gearbox for a vehicle, the gearbox comprising: a drive spindle; a layshaft spaced from and parallel to the spindle; a first gear cluster coaxially fastened to one of the spindle or the layshaft and rotatable therewith, the first gear cluster including an outboard gear and an inboard gear, wherein the inboard gear is physically divided into a plurality of segments; a second gear cluster coaxially fastened to the other of the spindle or the layshaft and rotatable therewith, the second gear cluster having one or more gears; a continuous chain coupling the first gear cluster to the second gear cluster, such that the chain defines a plane, wherein the segments of the inboard gear of the first gear cluster are each movable into and out of the plane; a chainring coupled to the layshaft, such that the chainring rotates with the layshaft; and a shifting system including an actuator configured to urge the segments of the inboard gear of the first gear cluster into and out of the plane of the chain, such that a gear ratio of the gearbox is changeable without displacing the chain out of the plane.
 2. The gearbox of claim 1, wherein the segments of the inboard gear of the first gear cluster are configured to translate axially into and out of the plane of the chain.
 3. The gearbox of claim 1, wherein the segments of the inboard gear of the first gear cluster are configured to pivot into and out of the plane of the chain.
 4. The gearbox of claim 3, wherein the outboard gear of the first gear cluster includes a plurality of pivotable outboard segments arranged in pairs with the inboard segments, each pair of outboard and inboard segments being mounted to a common hinge, such that pivoting the inboard segment of the pair out of the plane automatically pivots the outboard segment of the pair into the plane.
 5. The gearbox of claim 3, wherein each of the segments of the inboard gear has a respective pin protruding transversely from an inboard face; and wherein the actuator of the shifting system includes a shifting wedge transitionable between: (a) a first configuration, in which a first ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is out of the plane, such that rotating the pin into the first ramped face is configured to urge the segment into the plane, and (b) a second configuration, in which a second ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is in the plane such that rotating the pins into the second ramped face is configured to urge the segment out of the plane.
 6. The gearbox of claim 3, wherein a respective inboard gear of the second gear cluster includes a plurality of pivotable segments.
 7. The gearbox of claim 6, the actuator of the shifting system further comprising a second shifting wedge configured to pivot the segments of the inboard gear of the second gear cluster.
 8. The gearbox of claim 1, wherein an outboard gear of the first gear cluster is nestable with the inboard gear.
 9. The gearbox of claim 8, wherein the outboard gear is a non-segmented gear.
 10. A gearbox for a vehicle, the gearbox comprising: a drive spindle; a first gear cluster coaxially fastened to the spindle such that the first gear cluster rotates with the spindle, wherein an inboard gear of the first gear cluster includes a plurality of pivotable inboard segments, each of which has a respective pin protruding transversely from an inboard face; a second gear cluster having one or more gears coaxially fastened to a layshaft spaced from and parallel to the spindle, such that the layshaft rotates with the second gear cluster; a continuous first chain coupling the first gear cluster to the second gear cluster, such that the first gear cluster drives the second gear cluster and the first chain defines a first plane, wherein the segments of the inboard gear of the first gear cluster are each pivotable into and out of the first plane; a third gear cluster having one or more gears coaxially fastened to the layshaft and spaced from the second gear cluster, such that the third gear cluster rotates with the layshaft; a fourth gear cluster having one or more gears coupled to a sleeve coaxially mounted over the spindle such that the sleeve rotates independently of the spindle; a continuous second chain coupling the third gear cluster to the second gear cluster, such that the third gear cluster drives the fourth gear cluster and the second chain defines a second plane parallel to the first plane; a chainring fastened to the sleeve, such that the chainring rotates with the fourth gear cluster; and a shifting system including a first shifting wedge transitionable between: (a) a first configuration, in which a first ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is out of the first plane, such that rotating the pin into the first ramped face is configured to urge the segment into the first plane, and (b) a second configuration, in which a second ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is in the first plane such that rotating the pins into the second ramped face is configured to urge the segment out of the first plane.
 11. The gearbox of claim 10, wherein the first gear cluster, second gear cluster, first chain, third gear cluster, fourth gear cluster, and second chain are enclosed in a housing.
 12. The gearbox of claim 10, wherein an outboard gear of the first gear cluster is nested within the inboard gear, such that the outboard gear is in line with the first plane.
 13. The gearbox of claim 12, wherein the outboard gear is a non-segmented gear.
 14. The gearbox of claim 10, wherein an outboard gear of the first gear cluster includes a plurality of pivotable outboard segments arranged in pairs with the inboard segments, each pair of outboard and inboard segments being mounted to a common hinge, such that pivoting the inboard segment of the pair out of the first plane automatically pivots the outboard segment of the pair into the first plane.
 15. The gearbox of claim 10, wherein the drive spindle is coupled to a crankset configured to rotate the spindle.
 16. The gearbox of claim 10, wherein the drive spindle is coupled to an electric motor configured to rotate the spindle.
 17. The gearbox of claim 10, wherein an inboard gear of the second gear cluster includes a plurality of pivotable segments, each of which has a respective pin protruding transversely from an inboard face.
 18. The gearbox of claim 17, the shifting system further comprising a second shifting wedge configured to pivot the segments of the inboard gear of the second gear cluster.
 19. A gearbox for a vehicle, the gearbox comprising: a drive spindle; a first gear cluster coaxially fastened to the spindle such that the first gear cluster rotates with the spindle, the first gear cluster including an outboard gear and an inboard gear, wherein the inboard gear is physically divided into a plurality of segments; a second gear cluster having one or more gears coaxially fastened to a layshaft spaced from and parallel to the spindle, such that the layshaft rotates with the second gear cluster; a continuous first chain coupling the first gear cluster to the second gear cluster, such that the first gear cluster drives the second gear cluster and the first chain defines a first plane, wherein the segments of the inboard gear of the first gear cluster are each movable into and out of the first plane; a third gear cluster having one or more gears coaxially fastened to the layshaft and spaced from the second gear cluster, such that the third gear cluster rotates with the layshaft; a fourth gear cluster having one or more gears coupled to a sleeve coaxially mounted over the spindle such that the sleeve rotates independently of the spindle; a continuous second chain coupling the third gear cluster to the second gear cluster, such that the third gear cluster drives the fourth gear cluster; a chainring fastened to the sleeve, such that the chainring rotates with the fourth gear cluster; and a shifting system including an actuator configured to urge the segments of the inboard gear of the first gear cluster into and out of the first plane, such that a gear ratio of the gearbox is changeable without displacing the first chain out of the first plane.
 20. The gearbox of claim 19, wherein the segments of the inboard gear of the first gear cluster are configured to translate into and out of the first plane along the spindle.
 21. The gearbox of claim 19, wherein the segments of the inboard gear of the first gear cluster are configured to pivot into and out of the first plane.
 22. The gearbox of claim 21, wherein the outboard gear of the first gear cluster includes a plurality of pivotable outboard segments arranged in pairs with the inboard segments, each pair of outboard and inboard segments being mounted to a common hinge, such that pivoting the inboard segment of the pair out of the first plane automatically pivots the outboard segment of the pair into the first plane.
 23. The gearbox of claim 21, wherein each of the segments of the inboard gear has a respective pin protruding transversely from an inboard face; and the actuator of the shifting system includes a shifting wedge transitionable between: (a) a first configuration, in which a first ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is out of the first plane, such that rotating the pin into the first ramped face is configured to urge the segment into the first plane, and (b) a second configuration, in which a second ramped face of the wedge is in line with the pin of each segment of the inboard gear of the first gear cluster when the segment is in the first plane such that rotating the pins into the second ramped face is configured to urge the segment out of the first plane.
 24. The gearbox of claim 21, wherein a respective inboard gear of each of the second, third, and fourth gear clusters includes a plurality of pivotable segments.
 25. The gearbox of claim 24, the actuator of the shifting system further comprising a second shifting wedge configured to pivot the segments of the inboard gear of the second gear cluster.
 26. The gearbox of claim 19, wherein an outboard gear of the first gear cluster is nestable with the inboard gear, and the outboard gear is a non-segmented gear. 